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EMPA - European Maritime Pilots’ Association. (ID: 446)
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EMPA-index Diese Seite verwendet Frames. Frames werden von Ihrem Browser aber nicht unterst tzt. banner European Maritime Pilots Association Maritimepilots protect your coasts and the environment for FREE ! inhalt HOME PILOTAGE Board of Directors charter contacts deep sea EMPA journal EMPA GM SOPOT EMPA shop EMPA & EU - maritime policy events guestbook Humber maritime careers links member countries Pilots Information Exchange (CMS) recommendations Research & Development status of pilots webmaster start _________________________________________________________________ _________________________________________________________________ Bean active part of the RISAP-community. Information available at FFPM. Click hereand request more details. Visitors since last reset01.01.2002 pilotage Maritime Pilotage Mission Statement what is Maritime Pilotage ? how is Maritime Pilotage performed ? how is Maritime Pilotage organized ? Career Paths - Pilotage Maritime Careers executive EMPA Board of Directors: President Capt. Juha TULIMAA Finnland Vanhalantie 22, FIN - 48310 Kotka, FINLAND email: EMPA _________________________________________________________________ Secretary General Capt. Chris LEFEVERE Belgium Responsibilities & tasks: Assisting European Commission St. Aldegondiskaai 36, B - 2000, Antwerp, BELGIUM email: EMPA _________________________________________________________________ Administrative Secretary (non executive member) Ms. Claire van LOKEREN Belgium St. Aldegondiskaai 36, B - 2000, Antwerp, BELGIUM email: EMPA _________________________________________________________________ Senior Vice-President Capt. Les G. CATE United Kingdom Responsibilities & tasks: Education, training, continued proficiency and certification Implementation ETCS model courses 35 Elmcroft Place, Westergate - Chichester, West Sussex, PO20 3XL, UK email: EMPA _________________________________________________________________ Vice-President Capt. Claude HUAUT France Responsibilities & tasks: Treasurer Assisting European Commission 74, Rue du Rocher, F - 75008, Paris, FRANCE email: EMPA _________________________________________________________________ Vice-President Capt. Themistokles DASKALAKIS Greece Responsibilities & tasks: Coordination of SEP Akti Themistokleous i24, 185-39 Piraeus, GREECE email: EMPA _________________________________________________________________ Vice-President Capt. Jose Francisco MOSQUERA GAYOSO Spain Responsibilities & tasks: ETCS Research and Development Rio Mandeo 6 (L-21), E-15173 Oleiros (A Coruna), SPAIN email: EMPA _________________________________________________________________ Vice-President Capt. Dieter BLOECHL Germany Responsibilities & tasks: Status of Pilots Deep Sea matters Neue Schleuse, D-25541 Brunsbuettel, GERMANY mail: EMPA _________________________________________________________________ Journal Editor Capt. Roger ALLAERT Belgium St. Aldegondiskaai 36, B - 2000, Antwerp, BELGIUM mail: EMPA _________________________________________________________________ Late President Capt. Gianfranco GASPERINI, Italy It is with the greatest of sadness that we inform you of the death of our President Captain Gianfranco Gasperini. Captain Gasperini died on the 6th of November 2004 following a brief illness. He was born on the 16th of November 1943 at Ponte Buggianese (Pistoia), Italy. Captain Gasperini was a dedicated President and former Treasurer of EMPA, who was deeply committed to furthering EMPA's aims, recently overseeing the establishment of EMPA as an independent legal entity. He was furthermore a wonderful human being and a good friend to us all. He will be sorely missed. The funeral was held on Monday 8th of November 2004 in the Church of San Francesco a Ripa, Rome. Condolence Page charter EMPACHARTER ON PILOTAGE "E.M.P.A." TheEuropean maritime pilots, -whereas UNCLOS:United Nations Convention on the Law of the Sea; -whereas EECTreaty , articles 8A, 48, 52, 74, 84-2, 86 and 130 R-2; -whereasEEC Directive 93/75 concerning minimum requirements for vessels bound for orleaving community ports and carrying dangerous or polluting goods; -whereasEC Directive 95/21 concerning the enforcement, in respect of shipping usingCommunity ports and sailing in the waters under the jurisdiction of applicationof the Member States, of international standards for ship safety, pollutionprevention and shipboard living and working conditions (Port State Control); -whereasEEC Directive 79/115 concerning pilotage of vessels by deep-sea pilots in theNorth Sea and English Channel; -havingregard to the Port State Control Memorandum; -havingregard to IMO Resolution A 485 (XII) on training, qualifications and operationalprocedures for maritime pilots other than deep sea pilots; -havingregard to IMO Resolution A 578 (14) on guidelines for vessel traffic services; -havingregard to IMO Resolution A.486 (XII) on the use of adequately qualified deep-seapilots in the North Sea, English Channel and Skagerak; -havingregard to IMO Resolution A.480 (XII) on the use of adequately qualified deep-seapilots in the Baltic; -havingregard to European Parliament Resolution A 3-0120/92 on Transport in theMediterranean, Resolution A 3-0255/92 on transport and regional development,Resolution A 3-0144/92 on reject of oil, Resolution A 3-0256/92 on impact oftransport on the environment; -havingregard to the Commission communication for a common policy on maritime safety; A. Recallingthat the pilotage service is a statutory service designed by the State for the safety of maritime traffic and the protection of life and environmentin the approaches and access channels to ports and harbours, rivers and canals,in the coastal fairways, and in the sea areas outside the coastlines; B. Recallingthat pilotage is a compulsory service controlled by a competent authority; C. Recallingthat pilotage plays an important role in the flow of traffic and in thecommunication between vessel and shore; D. Bearingin mind that the implementation of a Europe without interior frontiers shouldincrease the competition between European ports; E. Bearing in mind that the commercial interests ofrnaritime traffic involve a high level of safety in the navigation of vessels,particularly in the approaches and access channels to ports and harbours. Withinthe ports, harbours, rivers and canals, in the coastal fairways and in the seaareas outside the coastlines; F. Bearing in mind that liberalization measures formaritime transport within the E.C. and the demands of competitive cost in portoperations must not lead to a reduction in safety matters and standards; G. Recallingthat pilotage service does not have the status of a commercial enterprise in themeaning of article 86 of the EEC Treaty, but a non-lucrative status complyingwith public service obligations fixed by the State; H. Bearingin mind that the competitiveness of the pilotage service must take into accountthe duality between safety and the demands of economy on shipping; I. Bearing in mind that there is an aggravation of therisk factors in the approaches and access channels to ports and harbours, withinthe ports, harbours, rivers and canals; due to the increase of maritime trafficdensity including many with polluting and dangerous cargoes; J. Bearing in mind that the safety of maritime traffic andthe protection of the environment are complementary and must be reinforced; K. Bearingin mind that the pilotage service plays a primary role not only in the safetybut also in the efficiency and economy of maritime traffic and ports; Herebyadopt the Charter on Pilotage to take up the dual challenge of the pilotageservice regarding the safety and the competitiveness of maritime traffic. 1.Safety requirements Boththe quality and the reliability of the pilotage service are essential for thesafety of maritime traffic. Pilots are aware that the pilotage service has toadapt to the traffic conditions and should be improved as follows: 1.1.Emphasis on regulation of compulsory pilotage -Extensionof the pilotage area and implementation of deep-sea pilotage, -Enforcementof compulsory pilotage and implementation of compulsory deep-sea pilotage forvessels carrying oil cargo (Ref. MARPOL 73) or other pollutant or dangerouscargoes, -Todisallow the issue of pilotage exemption certificates to masters of suchvessels, -Harmonizationof the required conditions for issuing pilotage exemption certificates, -Pilotageexemption certificates (PEC's) should only be issued, after examination, to themaster of a vessel for a specific vessel in a specific port or part of a port orharbour or for specified coastal fairways. The requirements for obtaining a PECshould include a fixed number of calls, within a specified priod of time, to theport, harbour, fairways or rivers concerned. PEC shall be reassessed after 12months by at least an oral interview of the master. A PEC may be restricted tobe valid only under certain specific conditions. 1.2.Use of efficient means for the pilot's transfer on board vessels -Useof helicopters and fast launches is recommended, -Combineduse of these modern means enables the pilot's transfer on board vessels in mostweather conditions, -Pilotagecan be exercised earlier and farther, -Flowof traffic can be more safely regulated and managed, -Qualityand reliability of the pilotage service are improved. 1.3. Pilots' participation in ship reporting procedures -Thisparticipation regarding Port State Control measures should improve the safety ofnavigation and the protection of environment and port installations, inaccordance with EC Directive 95/21, -Asthe first and only man to board the vessel in the approaches of the port, andaccording to his experience and what he finds on board, the pilot should reportto the competent authority any damage or deficiency regarding both the vesseland the crew even when it does not affect the particular navigation, inaccordance with EEC directive 93/75, -Thisreport, based on observation and not on technical inspection, should help thecompetent authority to detect sub-standard ships, -Thepilots' reporting procedures have to be established in every port. 1.4. Pilots' participation in the local VTS -Theparticipation should he organized in the interests of the safety and theefficiency of maritime traffic. -Atthe interface vessel-VTS, pilotage services play a main tactical role in theflow of the traffic and in the co-ordination of other relevant servicesregarding the navigation of vessels. -Theefficiency of a VTS depends on communication and on co-operation established bythe pilot on board with the VTS centre. -Deep-seapilots will contribute valuable assistance in bringing their knowledge andability to communicate, being a link between the master and the VTS, and thedistrict pilot prior to embarkation. -Theharmonization of the pilotage service with the local VTS organization shouldconcern: Procedures of co-operation and communication Pilotage-VTS, Navigational assistance service, Traffic organization service, Operational co-ordination between pilotage, mooring and towing services. 1.5Deep-sea pilotage -Inorder to avoid the risk of accidents in European waters, it is appropriate toencourage the use of deep-sea pilotage services. -Deep-seapilots engaged in conducting vessels in the North sea, the English Channel andthe Baltic Sea are subject to the same requirements as district pilotss as setout in this charter. -Deep-seapilots must be recruited in accordance with the accepted qualifications andtraining standards. 1.6.Provision of shore-based pilotage Theservice called "Shored Based Pilotage" (SBP) is an extension of thepilot's task to improve the safety and efficiency of maritime traffic but itslimitations should be understood. It cannot be a substitute for pilotageperformed by a pilot on board. SBPconsists of advice which is intended to directly influence the course to besteered and the speed or engine manoeuvres to be executed. The(IMPA/EMPA) definition of SBP is: "ShoreBased Pilotage is an act of pilotage carried out in a designated area by a pilotlicensed for that area from a position other than on board the vessel concernedto conduct the safe navigation of that vessel" . Theprovision of Shore Based Pilotage requires that: itis in accordance with National Legislation; limitsand limitations are established by local pilotage regulations; directco-operation is established with VTS centres regarding Traffic Organization and suitableand radar and radio equipment are utilized. SBPimproves the continuity of the pilotage service and therefore reinforces thesafety of navigation; -SBPalso enables a better regulation of the flow of the traffic. 1.7.Pilot's skill and training requirements Pilotsare aware that the pilot's skill is based on the level of initial training onboard vessels. The initial training period should be gradually followed by thepilotage of vessels commencing with smaller size and draught vessels,progressing by stages to vessels of increasing size and draught. Trainingby simulator or scale model may represent a positive input. Beforeboarding or landing from vessels is commenced, a trainee pilot should receiveinstructions in appropriate survival and rescue techniques. Initialtraining should be sufficiently thorough to enable a pilot to face anyforeseeable situation. Duringinitial training, the trainee pilot should have the opportunity to navigate andmanoeuvre the ship under the control of the pilot in charge, Effortsshould be made to improve the initial training period, Ongoingassessment by a trained professional, Trainingshould include an understanding of the importance of the pilot/masterrelationship and the need to integrate the pilot's task into the bridge team activities, Up-datingwith the technical development of shipping through training courses or similarmeans. 1.8.Relationship between master and pilot Themaster, officer of the watch and the pilot should, can and do work together forthe safe conduct of the vessel through the most fraught fractions of thevessel's voyage with a single aim of a safe and successful venture. Mastershall declare to pilot , the vessel's particulars including the draught, cargoand manoeuvring characteristics and the relevant information before pilotageecommences. 2.Efficiency requirements ThePilotage service plays an important role in the economy of maritime transportand in the competition between ports. An efficient pilotage service is essentialto the safety, efficiency, commercial competitiveness and image of a port. Theneed for efficient pilotage services implies that pilots should be fullyinvolved in the management of the service. Pilotsare aware that the efficiency of the pilotage service should be improved asfollows: 2.1.Autonomy of management -Autonomyin the management of the pilotage service by pilots should lead to efficientpilotage costs through the involvement of the pilots' own interests in financialresults. -Autonomyin management should also improve staff and pilots' productivity. -Controlby national competent authority should be limited to the pilots' obligations forpilotage service and pilotage tariffs. 2.2.Pilotage tariffs -Pilotagetariffs should only reflect pilotage costs, -Thebasis of pilotage tariffs should be harmonized on the volume of the vessel incubic meters, as follows: length overall x extreme breadth x maximum summerdraught. In this formula, the maximum summer draught is adjusted if necessary by applyingthe following formula: Draught = 0,14 length x breadth and the highest value of draught is used. -Pilotagetariffs should be reviewed annually for coming into force on January 1, -Pilotagetariffs should be revised on a contractual basis by sharing traffic hazardsbetween users and pilots. 2.3.Harmonized bases of compulsory pilotage -Harmonizationof the compulsory pilotage bases should reduce the competition distortionbetween ports. -Thisharmonization should concern the vessel criteria which are applied regarding therequirement for compulsory pilotage and to the conditions of issuing a pilotageexemption certificate. - Anylocal decision related to compulsory pilotage and to pilotage exemptioncertificates should be taken by the competent authority after consultation of alocal technical commission. -Alocal technical commission should be composed of representatives of localmaritime administration, harbour masters and pilots. Barcelona, May 1997 32 st EMPA General Meeting backto top contacts How to Contact EMPA Our Address European Maritime Pilots Association St. Aldegondiskaai 36-38 B-2000 Antwerp Belgium office is staffed every monday and friday Telephone: +32 3 205 94 36 Facsimilie: +32 3 205 94 37 Email: EMPA President EMPA office webmaster emjour EMPA JOURNAL 2005 Journal of the European Maritime Pilots' Association Issue No. 41, August 2005 Contents (*.pdf file, 1,55 MB) Chantier Naval Ernest SIBIRIL contructions et r parations 21 Rue Lamotte-Picquet BP 6 29660 CARANTEC (France) Antwerp HOTEL PRINSE **** Advertising in EMPA JOURNAL is essential to offset some of the costs of production. If you, or someone you know would like to place an advertisement, please contact the EMPA Secretariat . Our advertising rates are very competitive and our circulation now reaches over 7000 pilots and sister associations worldwide. ANTWERP MARITIME ACADEMY The EMPA Journal is published annually. Articles do not necessarily reflect the opinion of EMPA and are published under the responsibility of the author. The inclusion of an advertisement implies no endorsement of any kind by EMPA of the product or service advertised. All enquiries about advertisement should be made to the editor . First and foremost the Journal informs pilots from all member associations about the activities of EMPA . But we may not forget that the Journal finds its way to administrations and shipping industry all over Europe as well. The editor invites everybody to send any comments on the new edition to him . events events where ? when ? what happens ? costs ? information ? YOUR place YOUR date YOUR national event any ? YOUR web-site or address please tell us all about your event humberdi The Humber UKMPA letter (new, pdf-format) HPL letter (new, pdf-format) Humber Pilots mainindex page links Pleasesend a message if you want to be listed here ! links InternationalMaritime Pilots' Association, London pilotage organizations withinternet homepages maritime internet sites Amazon River Pilots, Brazil broken link ***MARITIME CAREERS *** Baltic Pilots, Kiel, Germany Belgium Pilots Bundeslotsenkammer, Germany Shipping Agency - Becker & Leysen, Rio de Janeiro Columbia River Bar Pilots Connecticut Maritime Association Danish Pilots Deutsche Seemannsmission Elbe Pilots, Germany IFSMA-International Federation of Shipmasters' Associations Europilots ITF - International Transport Workers Federation Federation of French Pilots IMO - International Maritime Organization Gibraltar Pilots broken link Pilotage Links of the British Ports Industry Training Hafenlotsen Bremerhaven. Germany Schiffsmeldedienst, Germany Hamburger Hafenlotsen, Germany Torbay & Brixham Shipping Agents Limited Hongkong Pilots' Association UKMPA - Official Journal Italian Pilots US Coastguard Liverpool Pilots Mayotte Pilot, France technical & training Mexican Pilots L R - Lloyds Register Netherlands Pilots / Loodswezen Maritime Education Centre Warnemuende, Germany Nord-Ostsee-Kanal I, Germany Maritime Simulation Centre Warnemuende, Germany Nord-Ostsee-Kanal II, Germany MITAGS - Marine Institute of Technology and Graduate Studies (USA) Norwegian Pilots Port Revel - have a look ! Rio de Janeiro Pilot, Brazil malfunction World Maritime University, Malm , Sweden River Seine Pilots - France San Francisco Bar Pilots Swedish Pilots "Lotsforbundet" other internet sites Turkish Maritime Pilots Interesting Links United Kingdom "UKMPA" MARITIME INFORMATION GATEWAY Vitoria Pilots' Association, Brazil Swiss Ships Weser II / Jade, Germany members MemberAssociations of EMPA The European Maritime Pilots'Association (E.M.P.A.) was founded January 28, 1963 at Antwerp Belgium. We are a NON-PROFITorganization representing almost 5000 European pilots of which there arepresently three of the female gender. Flag Country e-mail Web-site Belgium Beroepsvereniging van Loodsen BVLoodsen.BE Bulgaria nil nil Croatia office C roatian Pilots Denmark nil DANISHPILOTS Estonia olev.tonismaa@mail.ee www.loots.ee Finland Secretariat nil France FFPM Website FFPM Germany Bundeslotsenkammer Bundeslotsenkammer Greece Captain Daskalakis nil Italy Fedepiloti Roma Fedepiloti Ireland mayomar@indigo.ie nil Latvia Kanski@tukums.parks.lv nil Lithuania nil nil Malta Malta Pilots nil The Netherlands Loodswezen Netherlands Pilots Norway Norwegian Pilots Norwegian Pilots' Association Poland PMPA Gdynia nil Portugal APIBARRA nil Slovenia Slovenian Pilots nil Spain Office Fed. Practicos nil Sweden Svenska Lotsfoerbund Lotsforbundet Turkey Turkish Maritime Pilots' Association Turkish Maritime Pilots' Association United Kingdom Secretariat UKMPA recomme EMPA Recommendation 1 RECOMMENDATIONS ON OIL TANKERS EMPA Recommendation 2 RECOMMENDATIONS ON PILOT HOIST EMPA Recommendation 3 RECOMMENDATIONS ON BRIDGE DESIGN EMPA Recommendation 4 RECOMMENDATIONS ON ACCOMODATION LADDERS EMPA Recommendation 5 RECOMMENDATIONS ON PILOT LADDERS AND MECHANICAL HOISTS EMPA Recommendation 6 RECOMMENDATIONS ON VESSEL TRAFFIC SYSTEM RESOLUTIONS EMPA Recommendation 7 RECOMMENDATIONS ON SIDE PORTS USED FOR THE EMBARKATION OR DISEMBARKATION OF PILOTS EMPA Recommendation 8 RECOMMENDATIONS ON VESSEL TRAFFIC SERVICES EMPA Recommendation 9 RECOMMENDATIONS ON PILOT LADDERS - ADDITIONAL RECOMMENDATIONS EMPA Recommendation 10 RECOMMENDATIONS ON 9 METRE LINE EMPA Recommendation 11 RECOMMENDATIONS ON A UNIFORM RECRUITMENT FOR MARITIME PILOTS EMPA Recommendation 12 RECOMMENDATIONS ON AUTOMATIC PILOT DEVICES (A.P.D.) EMPA Recommendation 13 RECOMMENDATIONS ON MINIMUM DEMANDS TO LIFE-SAVING EQUIPMENT ON HIGH-SIDED PILOT CUTTERS EMPA Recommendation 14 RECOMMENDATIONS ON DEEP-SEA PILOTAGE (1) EMPA Recommendation 15 RECOMMENDATIONS ON DEEP-SEA PILOTAGE (II) EMPA Recommendation 16 RECOMMENDATIONS ON SIMULATION TECHNIQUES EMPA Recommendation 17 RECOMMENDATIONS ON NAVIGATIONAL ASSISTANCE EMPA Recommendation 18 SHIPMASTER S GUIDE TO PILOT TRANSFER BY HELICOPTER EMPA Recommendation 19 TRAINING OF MARINE PILOTS FOR HELICOPTER/SHIP OPERATIONS EMPA Recommendation 20 HARMONISATION OF THE BASES OF COMPULSORY PILOTAGE EMPA Recommendation 21 HARMONISATION OF THE BASES OF PILOTAGE TARIFFS EMPA Recommendation 22 PROTECTIVE CLOTHING & SAFETY EQUIPMENT FOR THE MARINE PILOT (revised) EMPA Recommendation 23 PROCEDURES FOR ENHANCING THE SAFETY OF PILOTS SERVING VESSSELS CARRYING CHEMICAL & GAS CARGOES IN BULK EMPA Recommendation 24 SAFETY AWARENESS AND SELF-DISCIPLINE AMONG PILOTS EMPA Recommendation 25 RECOVERY EQUIPMENT IN PILOT BOATS EMPA Recommendation 26 RECOMMENDATION ON FATIGUE PREVENTION EMPA Recommendation 27 RECOMMENDATION ON THE MASTER/PILOT RELATIONSHIP CONCERNING THE CONDUCT OF THE VESSEL EMPA Recommendation 28 RECOMMENDATION ON PILOT EXEMPTION CERTIFICATES / LICENCES DE CAPITAINE-PILOTE EMPA Recommendation 1 RECOMMENDATIONS ON OIL TANKERS Recommendations to improve theconditions under which Tankers are navigating in pilotage waters and for theprovisions of better port facilities were agreed at the 1965 Annual GeneralMeeting of EMPA. Since 1965 , the introduction ofVery Large Crude Carriers (VLCC s) have presented new problems in pilotagewaters and in consequence EMPA at their Annual General Meeting in Italy in 1972agreed to amend the 1965 Recommendations in the light of recent developments andintroduce a new section on very large tankers. A.G.M. of EMPA on 18 th and 19 th of May, 1972, Terenia, Italy The following was agreed byPilot-Delegates representing Belgium, France, Germany, Great Britain, TheNetherlands, Portugal, Spain and Sweden. 1. All Tankers should be required to: a) Comply with "Port Manning Scale" which should be designed to ensure an adequacy of deck personnel for the purposes of mooring, unmooring, securing tugs, etc..., as in so many cases at the present time there appears to be a continuing trend towards undermanning relative to the urgency associated with these operations, despite the introduction of automatic devices. A vessel not complying with the Manning Scale should be required to embark an adequate number of shore riggers, specially trained for the purpose. b) Ensure that when a pilot is aboard and language difficulties will occur, there should always be an officer on the navigation bridge who understands English and that the quartermaster is able to understand helm orders given in the English language. c) Fit V.H.F. - R/T. 2. Large Tankers should be required to: a) Provide V.H.F. R/T with adequate International Channels, not less than 32 in number, with additional facilities for their use in the wings of the bridge. b) Place instruments such as radar displays, rudder indicators, etc..., in the conning position so as to allow simultaneous inspection and use by the pilot. c) Have an adequate number of officers aboard holding international recognised certificates of competency. d) Carry quartermasters holding certificates of competency in respect of their ability and experience in the steering of large tankers, particularly under conditions of small underkeel clearance. e) Carry an accomodation ladder on each side or pilot hoist conforming to internationally approved standards where freeboard is such that a climb or descent of more than 9 meters (30 feet) may be required. In addition a pilot ladder conforming with IMCO Regulations should be rigged and ready for use at the boarding or landing position. f) Provide detail of vessels manoeuvring capabilities including information relative to astern power, turning circles, acceleration and de-acceleration data, stopping distances, etc..., such detail also to be related to conditions of small underkeel clearance. 3. In addition, very large tankers should be required to: a) Be provided with three V.H.F. R/T separate lines of communication, capable of being used simultaneously. For port navigation information and shore based radar services. For tugs, berthing masters and boatmen. Portable sets for use between bridge, forward and after mooring stations. b) Be fitted with accurate speed indicators, reliable at low speeds and under conditions of small underkeel clearance. c) Be fitted with roll and pitch indicators. d) Be fitted with two radars with at least one display on the foreside of the wheelhouse in the conning position. One scanner to be fitted forward to avoid blinc arcs, the other aft to present outline of vessel on the display. e) Be fitted with indicators showing underkeel clearances forward and aft. f) Have bridge wings extended to the ship s side. g) Fit rudder and engine indicators in or visible from the bridge wings. h) Have adequate stern power, not less than 50 % of the designed full ahead power. Such stern power always be available. i) Be fitted with adequate anchor chain braking systems and anchor marking buoys. j) Have shown on the ship s side, conspicuous markings indicating where tugs may safely push without incurring risks of damage to ship s shell plating. k) Have available shielded lighting on the main deck for use as required to indicate vessel s dimensions to approaching vessels. l) Be fitted with internationally accepted day and night signals which can be used to indicate that the vessel is restricted in her ability to manoeuvre. Where necessary further accepted night and day signals may indicate that the tanker has right of way. m) Be fitted with facilities for helicopter operations. n) Employ more than one pilot, the additional number being decided by the navigational conditions in the port and its approaches. o) Be fitted with means of registering on the navigation bridge the accurate draught of the vessel. p) Be fitted with rate of turn indicators. 4. In any port: a) The approach channels leading to anchor berths should be of such a depth as to provide an adequate underkeel clearance. This clearance should take into account variations which may occur in the draught due to "squat" etc..., and normally should not be less than 10 % of the draught of the vessel which it may assume under these circumstances. In such cases where channels are exposed to sea or swell conditions, an underkeel clearance of more than 10 % of the draught may be required. b) No tanker should be permitted to enter any bend in the approach channels through wich it must past unless dredged and engineered to provide a curve of such a radius that is well within the turning characteristics or capabilities of that vessel. The cross section of the approach channels shall be adequate, taking into account vessel s length, beam and draught. c) Where tanker berths are situated in or near navigation channels used by other vessels or are in any position where the berthing or unberthing of tankers offers a hazard to passing vessels and unlesss there are ample provisions or arrangements to safeguard passing vessels in these circumstances, and in particular during periods of reduced visibility, then berthing and unberthing should be confined to the hours of daylight. d) If, in the opinion of the appropriate authority, a tanker incurs navigational limitations because of size or draught, then that vessel should be required to display, by day as well as by night, a special signal. The signal should be internationally uniform and distinctive in character. e) Tanker berths should be adequately illuminated and fendered, and provided with adequate mooring facilities in respect of the number and the location of the mooring bollards. The mooring bollards should be accessible at all times. Tankers over 600 feet in length should be assisted by mooring men using two mooring boats. Berthing masters and mooring personnel should be equipped with V.H.F. R/T for communication with tankers. f) Where a berth is required to take large tankers, it should be fitted with shore based doppler giving an accurate speed of approach of a vessel and a lateral speed when berthing. The information from such shore installation should be made available aboard a tanker by means of a portable visual display in preference to communication by VHF R/T or visual display ashore. g) The type of tugs, their horsepower and bollard pull in tons should be adequate for their purpose. The number of tugs employed should be at the pilot s discretion and the total bollard pull of available tugs should never be less than that agreed as a minimum for various sizes and conditions of loading of tankers. h) The appropriate local authority should be required to promulgate bye-laws to implement the recommendations of the Safety of Life at Sea Conference (1960) in respect of Rule 25 paragraph c) of the regulations for the Prevention of Collision at Sea. 5. When oil carried in bulk by tankers, including those of a large or relatively large tonnage, forms a substantial part of the trade of the port, then: a) All sea-going vessels using the port and any other type of vessel which might be liable to interfere with the safe navigation of tankers should not be allowed to navigate within port unless equipped with VHF R/T, nor should any tug which might be required to assist tankers be allowed to operate without being similarly equipped. b) Should the navigation of tankers in pilotage waters be made hazardous or should any danger to life or property be possibly incurred as the direct result of action of other vessels navigating without a pilot on board, then pilotage should be made compulsory. c) The port should be required to install a VHF R/T information service and such a service should be managed and organised by the pilots of the district so as to ensure its being used to the fullest advantage and, in particular, to enable all relevant information regarding shipping traffic, tide gauge readings and tidal predictions, visibility, velocity of currents, etc..., to be constantly available. A supply of portable VHF R/T sets should be available for the pilot s use in the event of defect in, or absence of, ship s communication equipment. d) The appropriate local authority should have the power where necessary to regulate the movements of shipping during the passage of large tankers. e) The appropriate local authority should establish an Oil and Chemical Safety Committee which would be required to promulgate information on all dangerous cargoes; the nature of the hazard and the necessary action to be taken in the event of fire, spillages and contact with human personnel. f) A "Stand-by" tug should be permanently maintained at a convenient station and this tug, which should be equipped to deal with emergencies associated with tankers. g) The Port Authorities should institute a Consultative Committee consisting of pilots together with representatives of those who have a direct interest in the movement or berthing of tankers. The Committee should be responsible for the suggestion of rules for the regulation of this aspect of the Port s activities and the frequent review of such Rules. back to top EMPA Recommendation 2 RECOMMENDATIONS ON PILOT HOIST The European Maritime Pilots Association, at their Annual General Meeting held in Italy on May 18 th 1972, expressed grave concern at the continuing number of pilots whose liveshave been placed in jeopardy or who had suffered injury as a result of faultyoperation of, or badly designed, pilot hoists. The European Maritime Pilots Association is agreed that the answer to the safe embarkation of pilotsinvolving long ascents or descents is as follows, in order of priority: 1. Fitting of adequate ship s side doors, opening inwards. 2. Approved accomodation ladders capable of being retained against the ship s side and used in conjunction with approved pilot ladders. 3. Helicopter where pilots agree to the utilisation of such service and to ships with adequate facilities for such operations. 4. Pilot lifts which have been approved internationally subsequent to consultation with pilots on their design and operation. Notwithstanding the above, pilotsof the European Maritime Pilots Association may use pilot hoists where thedesign and operation of such hoists and their ancillary equipment conforms withthe following recommendations: General: 1. The design and construction ofpilot hoists and ancillary equipment should be of such a standard as to ensurean effective and safe means of embarkation and disembarkation under allconditions of freeboard. 2. The installation should becompletely reliable and capable of operation under all weather conditions. 3. The installation shall be sodesigned as to ensure ease of operation and control. 4. The pilot hois and ancillaryequipment should be: a) properly maintained and inspected by a responsible officer at regular intervals. b) cleaned, tested and checked before use. 5. The pilot hoist should beadequately illuminated at all stages of its travel. 6. The pilot hoist should only beused when: a) A conventional pilot ladder (I.S.O. R.799) is rigged and ready for immediate use, such ladder being bowsed well clear of the hoist. b) A lifeline attached to a safety strop and lifebuoy fitted with a self-igniting light are ready for immediate use. 7. The track of the pilot hoistshould be indicated on the ship s side from deck to sea level by means of awide vertical stripe in a contrasting colour which should be fluorescent innature and maintained in a fresh condition. 8. The pilot hoist should besituated in a position where the ship s side is flat and vertical underconditions of even keel. 9. There should be a locker aboardthe ship for the storage of the pilot hoist and acillary equipment; such lockershould only be used for this purpose. 10. In very cold weather and toavoid the danger of ice formation, the installation should not be rigged untiluse is imminent. Control: 11. The hoist control positionshould be so sited that the pilot being raised or lowered on the hoist is at alltime visible to the operator. 12. The hoist should be operatedonly ba a responsible officer properly instructed in its use and who will alsosupervise the rigging of the equipment. 13. There should be an effectivewalkie-talkie intercommunication system between the responsible officer, thepilot on the hoist and the bridge. Hoist winch: 14. The hoist should be equippedwith equipment with means of braking which will stop the hoist automaticallywhen the operating control should be of a spring-loaded automatic stop type andensure automatic non-jerk braking when the power is switched off. 15. The hoist should be equippedwith manual operation facility in case of power failure. Manual operation shouldensure that the hoist can be raised or lowered within a reasonable time and befitted with a self-locking device. 16. The hoist should be fitted withan upper limit valve to prevent overrun when hoisting. 17. The hoist winch should befitted with a variable speed control; such control should enable a speed ofbetween 18 and 25 metres per minute to be maintained when hoisting or lowering. 18. The winch should be fitted withan indicator showing the amount of wire run out in order to prevent the hoistbeing lowered into the water. 19. The winch should give clear,unambiguous indication of Hoist , Lower and Stop visible by dayand night. 20. The winch should be so sited atthe ship s side that it does not rely on the ship s side rails forstability, but is firmly secured to an integral strong part of the vessel sconstruction (e.g. bolted to a special built-in platform welded to the deck). 21. The hoist should be subjectedto a static load test of 2.2 times the working load, the ladder being not lessthan the weight of the hoist plus 150 kilogrammes. Hoist falls: 22. The hoist should be suspendedon two separate stainless steel wires winding on two self-laying drums. 23. The wires should be long enoughto allow the hoist to reach the water under conditions of maximum freeboard. Ladder sections: 24. The ladder section shouldconsist of two parts: 1. A rigid light metal ladder of 2.50 metres in length and equipped in such a way that the pilot can maintain an effective grip whilst being hoisted or lowered. Such a ladder to be equipped with: a) A spreader not less than 1.80 metres in length. b) Suitably placed wheels of nylon or equivalent material to facilitate run of hoist over ship s side. c) Handrails providing an effective safe grip and which should be adequately insulated against extremes of temperature. In addition, all metal parts of the ladder liable to be touched should likewise be insulated. d) A guard-ring so positioned as to ensure effective support for the pilot s arms and back. The guard ring should be covered with an elastic material to prevent injury to the back should a swing develop as a result of failure of the device contained in paragraph 25. e) Two emergency stop buttons, one for each hand, designed to stop the hoist immediately on being pushed. The hoist should be capable of easy re-activtion by the operator when reason for emergency stop is understood. The buttons should be visible at night and fitted so that when used, will operate a signal at the platform occupied by the responsible officer. f) The walkie-talkie so positioned that it can be effectively used by the pilot on the hoist. 2. Below the rigid part (1) , a pilot ladder of approximately 2.50 metres in length (at least 8 steps) corresponding in every way to I.S.O. R.799. This ladder to be used exclusively for the hoist. The construction of the equipment should be such that it is impossible for any part of the pilot s body to be injured should the hoist be prematurely started. The steps of the flexible pilot ladder and those of the rigid ladder shall be in the same vertical line and of the same width; and the distance between the top of the flexible ladder and the bottom step of the rigid ladder shall be equal to the step spacing of each ladder. 25. The pilot hoist should be sodesigned that the rigid section is held against the ship s side under allconditions of list or roll. Access: 26. There should be safe means ofaccess between the top of the hoist and the deck; such access should be gaineddirectly by a platform securely guarded by handrails. 27. The distance from the top stepof the ladder section to the bottom rung of the fixed platform when the ladderis stopped at the top of the travel, should be consistent with the distanceapart of the ladder treads. Certificate of Inspection: 28. The pilot hoist should beinspected at least once every 6 months by the Authority responsible for ensuringcompliance with SOLAS Convention. 29. A certificate of inspectionshould be issued and displayed in a prominent position in the wheelhouse. Thecertificate should include: a) Name and address of shipowner b) Name and address of Authority responsible for the last inspection c) Date of last inspection d) Date when next inspection due e) A designated number. 30. A certificate of inspectionshould be accompanied by a metal plate giving date of last inspection and thename of the inspecting authority and the designated number of the ladder. Suchplate should be affixed to the rigid ladder section. back to top EMPA Recommendation 3 RECOMMENDATIONS ON BRIDGE DESIGN 1. Visibility must be as unimpaired as possible from any position in the wheelhouse. Therefore these structures should have an uninterrupted row of windows on all sides. Deck equipment and nearby objects in the vicinity of the bridge should not obstruct the view for more than 10 degrees, using the centrepoint of the wheelhouse as dadum. 2. The steering position should be located on the centre line in such a position that the view ahead is not obstructed. A visual reference of the ships headline should be provided in the view, capable of being illuminated for night use. 3. Bridge wings should always be extended to the ship s side. 4. The deckhead of the wheelhouse should have a minimum height of 2500 mm. The height of the bridge windows above the deck of at least 2000mm. 5. Cross access from bridge wing to bridge wing should be unimpeded and of sufficient width to allow two persons to pass in comfort. 6. Doors to bridge wings should be in line with the cross access, and should be fitted with windows in conjunction with the wheelhouse. They should be of the sliding type and leave no obstruction when open. The height of the door-frame must not be less than 2000 mm. 7. The function of chartroom and wheelhouse should be integrated. Maximum visibility should be as far as possible, ensured from the chart-table. 8. Regardless of arrangements adopted for the installation of instruments, access to the bridge front windows should always be available. Where instrument consoles, with the exception of radar, are placed adjacent to the wheelhouse front, their depth should be not more than 250 mm. 9. Deckhead mounted instruments or appliances should be carefully sited so as not to impede free movement around the wheelhouse. 10. Window frames should be as narrow as possible, consistent with safety. Windows should be as large as possible and slant outwards from the bottom to top in order to eliminate reflections of inside or outside lights, and in the case of front windows to allow a better view of the deck. 11. Lights in compartments adjacent and leading to the wheelhouse should be fitted with door opening cut out switches. 12. Wheelhouse should be fitted with dual lighting systems, one of which to be specially designed so as not to perturb the night vision of bridge users. 13. Adequate heating or air conditioning should be provided. 14. Wheelhouse deckheads and bulkheads should be of a matt non-reflecting finish. Deck of wheelhouse and bridge wings should be covered in anti-skid material. 15. Wheelhouse front windows should be fitted with adequate wipers, de-icing and fresh water sprinkling systems. Anti-glare screens should be fitted in front of the steering position. 16. The reduction of noise levels in both wheelhouse and on bridge wings should be of primary concern. Ventilation systems, window wipers and clear view screens are particular offenders in this respect. 17. Instruments located on or near the bridge front should be limited to those necessary for manoeuvring or short range navigation only. Long range navigational aids should be sited on or near the chart table, and all secondary systems including fire alarms, switchgear, etc.,.., should be placed on the after bulkhead. 18. Each bridge wing should be provided with the following instruments: Rudder Indicator, VHF outlet, RPM indicator, Whistle control, Morse key, and Intercom to wheelhouse and mooring positions. 19. Instrument display should be standardised as much as possible. All integral lighting to the displays should be fitted with dimming arrangements. The colour of dial plates and figures should be in accordance with the latest research to afford maximum readability and minimum confusion. 20. Where engines are bridge controlled, adequate indication of speeds corresponding to the control calibrations must be given on or near to the control. 21. Internal communication to bridge wings and mooring positions should be dual in case of failure. 22. The distance from stem to bridge and bridge to stern, and in the case of tankers, bridge to pipe connections, should be displayed in each bridge wing. 23. Adequate VHF facilities should always be provided. One terminal always to be adjacent to the radar. 24. Adequate toilet facilities should be available to the wheelhouse. IN ADDITION Large vessels should be required toprovide: a) Details of the manoeuvring capabilities to include astern power, turning circles, acceleration and decelaration data, all related as necessary to small underkeel clearances. Such details to be provided in an easily assimilated form. b) Three VHF communication systems capable of separate and simultaneous use: 1. Navigational information and shore based radar. 2. Tugs and boatmen. 3. Portable sets between bridge forward/after mooring stations. c) Accurate speed indicators reliable at low speeds. d) Roll and pitch indicators. e) Indication of underkeel clearance both forward and aft. f) At least two radars. The optimum requirement being a 10 cm installation with scanner forward for long range use, and in addition a 3 cm with scanner situated aft for short range use. g) Rate of turn indicator. h) Accurate draft indicator i) Wind direction and velocity indication. SEE ISO 8468: 1987(E) backto top EMPA Recommendation 4 RECOMMENDATIONS ON ACCOMODATIONLADDERS The attention of owners, mastersand officers of large vessels with freeboard in excess of 9 metres is drawn tothe following requirements of the European Maritime Pilots Association, whenit is intended to embark or disembark a pilot by means of the accomodationladder used in conjunction with a conventional pilot ladder: 1. All vessels, where the distance from the sea level to the point of access of the ship exceeds 9 metres at any time should carry on each side an accomodation ladder. The ladder is to be so sited that, when in use, the lower end of the ladder shall rest firmly against the ship s side under all conditions of roll and heel within the parallel length of the ship and shall be clear of all discharges. 2. The lower platform should be at the after end of the accomodation ladder and at a distance of at least 45 metres from the area where the vessels line begins to fine away under minimum ballast conditions. 3. The accomodation ladder should be of rigid construction and be so fitted as to be easily and rapidly rigged. 4. The length of the accomodation ladder should be sufficient to ensure that its degree of slope under minimum ballast conditions does not exceed 45 degrees. 5. All treads and platforms should be self-levelling and treated with anti-skid material. 6. The ladder and platforms should be equipped on both sides with stanchions and rigid handrails. If handropes are used, they must be fully secured and tight. The space between the outboard handrail or handrope and the steps of the ladder must be fitted either with another handrope or a net, or in the case of accomodation ladders, fitted with permanent stanchions, a protective bar. 7. Means should be provided to prevent the pilot craft from under-riding the lower platform. 8. When a conventional pilot ladder is used in conjunction with the accomodation ladder, it should be rigged just abaft the lower platform of the accomodation ladder. The forepart of the pilot ladder is to be firmly attached both to the lower platform and to the inner handrail or handrope to allow safe access from pilot ladder to accomodation ladder. 9. If a trap door is fitted in the lower platform to allow access from and to the pilot ladder, it should be of suitable dimensions and the pilot ladder should be secured to the lower platform. In this case, the after part of the lower platform must also be fitted with handrails. The pilot ladder must be prolonged above the lower platform up to the upper handrail with adequate handholds. 10. A competent crew member should always be in attendance at the bottom of the accomodation ladder to assist the pilot in embarking or disembarking. back to top EMPA Recommendation 5 RECOMMENDATIONS ON PILOT LADDERSAND MECHANICAL HOISTS Ships engaged on voyages in thecourse of which pilots are likely to be employed shall comply with the followingrequirements: 1. Pilot Ladders a) The ladder shall be efficientfor the purpose of enabling pilots to embark and disembark safely, kept cleanand in good order and may be used by officials and other persons while a ship isarriving at or leaving a port. b) The ladder shall be secured in aposition so that it is clear from any possible discharges from the ship, thateach